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Introduction
The Dramatic increase in fuel prices in recent years has caused concern in
aviation industry. The current aviation fuel is produced from crude oil. The
discovery of new crude oil resources has become a rarity; however, the global
demand for aviation fuel is increasing at a faster rate. This has awakened the
aviation industry and supply and prices of aviation fuel has become a topic of
debate involving ATAG, stakeholders, Governments, industry and Research
Institutions.
Due to low prices, availability and technical advantages, long life time and high
capital investment in aircrafts, kerosene derived from crude oil is considered to
be the preferred aviation fuel. This trend is likely to continue for another 2-3
decades. Among the technical advantages kerosene has good flow
characteristics – viscosity and freeze point, clear combustion, low luminosity,
good energy density and good thermal stability.
The concerns about rising prices, energy security, and aviation emissions have
led to look into alternative fuels. The potential of alternative fuel in aviation is not
a new concept. Early jet engines were developed using hydrogen as fuel. Due to
the requirements for aircraft to use a fuel with high energy content per weight and
per volume, kerosene has become a standard aviation fuel in 1970’s synthetic
aviation fuels based on shale oil, tar sands, and coal liquids were investigated,
but their prohibitive cost became the main hurdle in their commercialization. In
1980’s biofuels such as ethanol, esters of fatty acids were also mooted for use as
aviation fuels, but could not be pursued due to their high cost and low energy
density.
The main challenges that an alternative aviation fuel must address include:
1. Lead time for fuel and additive development are long ~ 10 years.
2. Airlines do not like aircraft that needs special fuel.
3. Little incentive to develop aircraft/engines running on special high
performance or alternative fuel.
4. Local alternative fuel potion common on ground transportation fuels only
applicable to general aviation.
5. Hydrogen, the cleanest fuel, would require completely new aircraft and
infrastructure.
This report deals with the alternative aviation fuel options, biofuels in particular,
and their role in future aviation industry and outline the R &D needs for the
development of bio aviation fuels.
There are number of alternative fuel potions for aviation, these can be classified
as follows:
6. Nuclear
Biofuels (Biodiesel):
There several disadvantages with the use of biodiesel as aviation fuel. These
include poor low temperature properties (high cloud and pour points), oxidation
stability, and water penetration. Biodiesel has potential for use in blends with
kerosene as aviation fuel. The cost is however high as compared to current
crude oil based jet fuels.
Methanol:
Methanol is not a suitable jet fuel. Its energy density is too low in either mass or
volume terms. There is also an emissions problem with methanol as it produces
formaldehyde at idle or low power, thus creating health hazards to the ground
staff at airports. Due to its low flash point (18oC) it is not safe. For JP-8 the
minimum requirement of flash point is 38oC.
Ethanol:
Ethanol due to its similar properties as methanol is also unsuitable for use as
aviation fuel. Its flash point is even lower than methanol.
Hydrogen:
Liquefied Bio-methane:
There has been some research and interest in developing LNG fueled jets in
former Soviet Union. ADTK’s Tupolev 154 with its one engine modified has flown
test flights on LNG. As the aircraft can be operated on LNG, there is a possibility
that they can be operated with Bio-methane produced from renewable sources.
With Bio-methane the fuel cycle CO2 benefits would be much greater, but there
would be some emissions of methane, which is a green house gas.
Among the various options mentioned above, the following four renewable fuel
options seem suitable for detailed research:
Besides these, hydrotreated lipids from vegetable oils and algae may also
provide suitable alternative as aviation fuel. The major problem cost associated
with biodiesel can be overcome if lipids are produced from cheaper raw materials
such as biomass.
Conclusions and Issues:
2. Oxygenates such as methanol and ethanol are not viable options because
of their low energy densities and likelihood of aldehyde emissions at idle
and low power operation.
5. Biodiesel and FT-Fuels are better suited as blended fuels with kerosene
based fuels.
10. H2 is a clean burning fuel and has a vast potential for use as aviation fuel.
Use of hydrogen requires new design of aircraft and engine. Further there
is a need to install sufficient capacity to produce hydrogen from biomass
at relatively cheaper cost. Currently Hydrogen from biomass is not an
economical option as compared to hydrogen from non renewables such
as natural gas or other fossil based sources. Research in this area is
needed.
12. Co-production of methanol with FT-Fuels from biomass may also reduce
cost of aviation fuels.
13. Among the other options for renewable aviation fuels hydrotreatment of
lipids, obtained from vegetable oils and algae, to produce hydrocarbons
equivalent to conventional kerosene seems to have potential for further
study for its use as aviation fuel.